JP5333663B2 - Vehicle fuel cell system and fuel cell vehicle - Google Patents

Abstract

A fuel cell system for a vehicle is provided which can be efficiently arranged under the vehicle floor. The fuel cell system for a vehicle according to the invention comprises, under the vehicle floor: a fuel cell which is supplied with an oxidant gas and a fuel gas and which generates electric power through an electrochemical reaction; an auxiliary device related to the operation of the fuel cell; and a converter that converts electric power generated by the fuel cell, wherein the fuel cell, the auxiliary device and the converter are arranged serially in a front-back direction of the vehicle and the auxiliary device is arranged so as to be adjacent to the fuel cell.

Description

  The present invention relates to a fuel cell system for a vehicle including a fuel cell and a fuel cell vehicle.

  In recent years, a fuel cell system that uses a fuel cell that generates electric power by an electrochemical reaction of reaction gases (fuel gas and oxidizing gas) as an energy source has attracted attention. Some vehicles equipped with this fuel cell system have the system mounted under the vehicle floor.

  As described above, as a technique for mounting the system under the vehicle floor, a fuel cell, a converter, and an auxiliary machine are arranged under the floor, and at that time, a converter is arranged on the left and right sides of the fuel cell (for example, see Patent Document 1). ), A fuel cell, an auxiliary machine, and a converter circuit are arranged under the floor of the vehicle, and electrical wiring is simplified (for example, see Patent Document 2), and a boost converter and a fuel cell are arranged on the vehicle floor. (For example, refer to Patent Document 3).

  In addition, a fuel cell and an auxiliary machine are arranged in the space in the front part of the vehicle and the balance of the center of gravity is stabilized (for example, refer to Patent Document 4), and the auxiliary machine, the fuel cell, and the power conversion device are arranged in this order under the vehicle floor. Arranged and improved layout (for example, see Patent Document 5), and further arranged in the order of auxiliary equipment, fuel cell, power conversion adjustment device under the vehicle floor to shorten the piping There are some (see, for example, Patent Document 6).

JP 2007-015616 A Japanese Patent Laying-Open No. 2009-113633 (2, 4, 6 pages, FIG. 1) JP 2010-004666 A (2, 6, 8 pages, FIG. 2) Japanese Patent Laying-Open No. 2005-306207 (2, 4, 5 pages, FIGS. 2, 5) Japanese Patent Laying-Open No. 2006-076485 (a few pages, FIG. 1) JP 2006-131146 A (2-4 pages, FIG. 1)

By the way, the space under the vehicle floor is restricted in the vehicle width direction and the height direction in order to secure a sufficient indoor space.
For this reason, when a fuel cell, an auxiliary machine, and a converter (hereinafter, collectively referred to as “system component”) constituting the fuel cell system are mounted on the vehicle floor, only the system component is required. In addition, it is necessary to efficiently arrange in a limited space under the floor while taking into consideration the piping and wiring arrangement of the system components (ease of wiring work, simplification of wiring, etc.).

  The present invention has been made in view of the above circumstances, and an object thereof is to make it possible to efficiently arrange a fuel cell system for a vehicle under the floor.

  In order to achieve the above object, a fuel cell system for a vehicle according to the present invention includes a fuel cell that receives supply of an oxidizing gas and a fuel gas and generates electric power through an electrochemical reaction, and an auxiliary device related to the operation of the fuel cell. A converter for converting the power generated by the fuel cell; and under the floor, the fuel cell, the auxiliary device and the converter are arranged in series along the vehicle longitudinal direction, and the auxiliary device is adjacent to the fuel cell. Arranged.

According to the vehicle fuel cell system having this configuration, the fuel cell disposed under the vehicle floor, the converter disposed under the floor, and the fuel cell auxiliary device also disposed under the floor are connected in series in the vehicle longitudinal direction. Is arranged. In such an arrangement, the connection relationship between piping and wiring among the converter, auxiliary equipment and fuel cell (hereinafter simply referred to as “routing”) is only the wiring between the fuel cell and the converter. Intersections occur, but the others are good without being redundant.
For this reason, these converters, auxiliary machines, and fuel cells can be efficiently arranged in a narrow space in the vehicle width direction and the vertical direction under the vehicle floor, including the piping and wiring connected thereto.

  Further, in the fuel cell system for a vehicle according to the present invention, the fuel cell is formed by stacking a required number of single cells that receive the supply of the oxidizing gas and the fuel gas and generate electric power by an electrochemical reaction, and one end side in the cell stacking direction In the case where the oxidizing gas and the fuel gas are supplied and discharged, the converter, the auxiliary device, and the fuel cell may be arranged in series in this order from the front side in the vehicle front-rear direction.

  Further, in the fuel cell system for a vehicle according to the present invention, the fuel cell is formed by stacking a required number of single cells that receive the supply of the oxidizing gas and the fuel gas and generate electric power by an electrochemical reaction, and one end side in the cell stacking direction In the case where the oxidizing gas is supplied / discharged and the fuel gas is supplied / discharged on the other end side in the cell stacking direction, the converter, the fuel cell, and the auxiliary device are connected in series in this order from the front side in the vehicle longitudinal direction. It may be arranged.

  The auxiliary machine includes equipment related to fluid supply and discharge to the fuel cell, and piping or / and wiring connected to the equipment. Examples of the fluid supply / discharge to the fuel cell include supply / discharge of an oxidizing gas, a fuel gas, and a coolant used for cooling the fuel cell and the converter.

  A fuel cell vehicle according to the present invention is a fuel cell vehicle equipped with the vehicle fuel cell system according to any one of the above, wherein the converter, the auxiliary device, and the fuel cell are installed in a compartment formed in a front portion of the vehicle. A controller for controlling the fuel, a radiator for cooling the fuel cell and the converter, a traction motor for driving the vehicle electrically connected to the converter, and pressure-feeding air as an oxidizing gas to the fuel cell An air compressor is disposed, and the converter, the auxiliary device, and the fuel cell are disposed in an underfloor space formed below a compartment behind the compartment.

  According to the present invention, a fuel cell, an auxiliary machine, and a converter can be efficiently arranged under the vehicle floor including piping and wiring connected to them.

1 is a schematic configuration diagram showing a fuel cell system according to the present invention. It is a top view which shows the vehicle-mounted layout of 1st Embodiment. It is sectional drawing which shows the vehicle-mounted layout of 1st Embodiment. 4 is a chart for explaining a vehicle-mounted layout according to the first embodiment. 10 is a chart for explaining an in-vehicle layout of Comparative Example 1; 10 is a chart for explaining an in-vehicle layout of Comparative Example 2; It is a chart for demonstrating the vehicle-mounted layout of 2nd Embodiment.

  First, the overall configuration of the first embodiment of the fuel cell system according to the present invention will be described. The fuel cell system 1 is an on-vehicle power generation system for a fuel cell vehicle, and includes a fuel cell 20, an oxidizing gas supply system ASS, a fuel gas supply system FSS, a fuel cell cooling system FCCS, a power system ES, a converter cooling system DCCS, and a control unit 50. Etc.

  The fuel cell 20 is configured as a fuel cell stack in which a required number of single cells that receive a supply of reaction gas (fuel gas, oxidizing gas) and generate electric power through an electrochemical reaction are stacked. The oxidizing gas supply system ASS is a system for supplying air as oxidizing gas to the fuel cell 20. The fuel gas supply system FSS is a system for supplying hydrogen gas as fuel gas to the fuel cell 20. The power system ES is a system for controlling charge / discharge of power. The fuel cell cooling system FCCS is a system for cooling the fuel cell 20. The converter cooling system DCCS is a system for cooling a DC / DC converter 41 described later. The control unit 50 is a controller that performs overall control of the entire fuel cell system 1.

  The oxidizing gas supply system ASS has an oxidizing gas channel 11 and an oxidizing off gas channel 12. The oxidizing gas channel 11 is a channel through which oxidizing gas (air) supplied to the cathode of the fuel cell 20 flows. The oxidation off gas flow path 12 is a flow path through which the oxidation off gas (air off gas) discharged from the fuel cell 20 flows.

  In the oxidizing gas flow path 11, an air filter A1 that removes particulates from the air (oxidizing gas), an air compressor A2 that pumps air, a humidifier A21 that adds necessary moisture to the air, and a pumped air from the air compressor A2 A shutoff valve A3 is provided for shutting off or allowing the supply. The air filter A1 is provided with an air flow meter (flow meter) (not shown) that detects the air flow rate. The air compressor A2 is driven by the motor M. The motor M is driven and controlled by a control unit 50 described later.

  The oxidation off gas channel 12 is provided with a shutoff valve A4, a pressure regulating valve A5, and a humidifier A21 for opening and closing the channel on the outlet side of the fuel cell 20. The pressure adjustment valve A5 functions as a pressure regulator (pressure reduction) that sets the air pressure supplied to the fuel cell 20. The controller 50 controls the supply air pressure and the supply air flow rate to the fuel cell 20 by adjusting the rotation speed of the motor M that drives the air compressor A2 and the opening area of the pressure adjustment valve A5.

  The fuel gas supply system FSS has a hydrogen supply source 30, a fuel gas channel 31, a circulation channel 32, a circulation pump H13, and an exhaust drainage channel 33. The fuel gas channel 31 is a channel through which hydrogen gas (fuel gas) supplied from the hydrogen supply source 30 to the anode of the fuel cell 20 flows. The circulation flow path 32 is a flow path for returning the hydrogen off gas (fuel off gas) discharged from the fuel cell 20 to the fuel gas flow path 31. The circulation pump H <b> 13 is a pump that pumps the hydrogen off gas in the circulation flow path 32 to the fuel gas flow path 31. The exhaust drainage channel 33 is a channel that is branched and connected to the circulation channel 32.

  The hydrogen supply source 30 is configured by, for example, a high-pressure hydrogen tank and stores high-pressure (for example, 35 MPa to 70 MPa) hydrogen gas, but may be a so-called fuel reformer, a hydrogen storage alloy, or the like. When the shut-off valve H1 is opened, hydrogen gas flows out from the hydrogen supply source 30 into the fuel gas passage 31. The hydrogen gas is decompressed to about 200 kPa, for example, by the regulator H2 and the injector H3 and supplied to the fuel cell 20.

  The fuel gas passage 31 is provided with a shutoff valve H1, a regulator H2, an injector H3, a pressure sensor (not shown), and the like. The shutoff valve H <b> 1 is a valve for shutting off or allowing the supply of hydrogen gas from the hydrogen supply source 30. The regulator H2 adjusts the pressure of hydrogen gas. The injector H3 controls the amount of hydrogen gas supplied to the fuel cell 20.

  The regulator H2 is a device that regulates the upstream side pressure (primary pressure) to a preset secondary pressure, and includes, for example, a mechanical pressure reducing valve that reduces the primary pressure. The mechanical pressure reducing valve has a housing in which a back pressure chamber and a pressure adjusting chamber are formed with a diaphragm therebetween, and the primary pressure is reduced to a predetermined pressure in the pressure adjusting chamber by the back pressure in the back pressure chamber. It has a configuration for the next pressure. By disposing the regulator H2 upstream of the injector H3, the upstream pressure of the injector H3 can be effectively reduced.

  The injector H3 is an electromagnetically driven on-off valve that can adjust the gas flow rate and the gas pressure by driving the valve body directly with a predetermined driving cycle with an electromagnetic driving force and separating it from the valve seat. The injector H3 has a valve seat having an injection hole for injecting gaseous fuel such as hydrogen gas, a nozzle body for supplying and guiding the gaseous fuel to the injection hole, and moves in the axial direction (gas flow direction) with respect to the nozzle body. And a valve body that is stored and held so as to open and close the injection hole.

  The valve body of the injector H3 is driven by a solenoid that is an electromagnetic drive device, and is configured such that the gas injection time and gas injection timing of the injector H3 can be controlled by a control signal output from the control unit 50. Injector H3 changes downstream by changing at least one of the opening area (opening) and opening time of the valve body provided in the gas flow path of injector H3 in order to supply the required gas flow rate downstream. The gas flow rate (or hydrogen molar concentration) supplied to the side is adjusted.

  An exhaust / drain channel 33 is connected to the circulation channel 32 via a gas / liquid separator H11 and an exhaust / drain valve H12. The exhaust / drain valve H12 is a valve for discharging the hydrogen off gas containing impurities in the circulation flow path 32 and moisture to the outside by operating according to a command from the control unit 50. By opening the exhaust / drain valve H12, the concentration of impurities in the hydrogen off-gas in the circulation flow path 32 decreases, and the hydrogen concentration in the hydrogen off-gas circulating in the circulation system can be increased.

  The hydrogen off-gas discharged through the exhaust / drain valve H12 is mixed with the air off-gas flowing through the oxidation off-gas passage 12 and diluted by a diluter (not shown). The circulation pump H13 circulates and supplies the hydrogen off gas in the circulation system to the fuel cell 20 by driving the motor.

  The electric power system ES includes a DC / DC converter 41, a traction inverter 42, a traction motor 43, a battery 44, auxiliary machinery and the like. The fuel cell system 1 is configured as a parallel hybrid system in which a DC / DC converter 41 and a traction inverter 42 are connected to the fuel cell 20 in parallel. The DC / DC converter 41 and the traction motor 43 are electrically connected via a traction inverter 42.

  The DC / DC converter 41 steps up the DC voltage supplied from the battery 44 and outputs it to the traction inverter 42 and the DC power generated by the fuel cell 20 or the regenerative power collected by the traction motor 43 by regenerative braking. And has a function of charging the battery 44. The charge / discharge of the battery 44 is controlled by these functions of the DC / DC converter 41. Further, the operation point (output terminal voltage, output current) of the fuel cell 20 is controlled by the voltage conversion control by the DC / DC converter 41.

  A voltage sensor S1 and a current sensor S2 are attached to the fuel cell 20. The voltage sensor S1 is a sensor for detecting the output terminal voltage (cell voltage) of the fuel cell 20. The current sensor S2 is a sensor for detecting the output current of the fuel cell 20.

  The battery 44 functions as a surplus power storage source, a regenerative energy storage source during regenerative braking, and an energy buffer during load fluctuations associated with acceleration or deceleration of the fuel cell vehicle. As the battery 44, for example, a secondary battery such as a nickel / cadmium storage battery, a nickel / hydrogen storage battery, or a lithium secondary battery is suitable. An SOC sensor for detecting SOC (State of charge) is attached to the battery 44.

  The traction inverter 42 is, for example, a PWM inverter driven by a pulse width modulation method. The traction inverter 42 converts the DC voltage output from the fuel cell 20 or the battery 44 into a three-phase AC voltage in accordance with a control command from the control unit 50, and controls the rotational torque of the traction motor 43. The traction motor 43 is a three-phase AC motor, for example, and constitutes a power source of the fuel cell vehicle.

  Auxiliary equipment is peripheral equipment related to the operation of the fuel cell 20, and more specifically, motors (for example, power sources such as pumps) disposed in each part in the fuel cell system 1, It is a general term for inverters for driving these motors and various in-vehicle accessories (for example, air compressor A2, injector H3, coolant pump C2, radiator C1, etc.).

  Hereinafter, among these auxiliary machines, in particular, equipment related to fluid supply and discharge to the fuel cell 20, in other words, equipment related to supply and discharge of air, hydrogen gas and cooling liquid described later, more specifically, for example, Shutoff valves A3 and A4 in the oxidizing gas supply system ASS, humidifier A21 and pressure regulating valve A5, regulator H2 in the fuel gas supply system FSS, injector H3, gas-liquid separator H11, exhaust drain valve H12 and circulation pump H13, which will be described later The temperature sensor T1, T2 in the fuel cell cooling system FCCS and the one including the piping or wiring connected thereto will be referred to as an auxiliary machine 45.

  The fuel cell cooling system FCCS includes a radiator C1, a coolant pump C2, a coolant forward path C3, and a coolant return path C4. The radiator C1 radiates and cools the coolant for cooling the fuel cell 20 to cool it. The coolant pump C2 is a pump for circulating the coolant between the fuel cell 20 and the radiator C1.

  The coolant forward path C3 is a channel connecting the radiator C1 and the fuel cell 20, and is provided with a temperature sensor T1 and a coolant pump C2. When the coolant pump C2 is driven, the coolant flows from the radiator C1 to the fuel cell 20 through the coolant forward path C3. The coolant return path C4 is a flow path connecting the fuel cell 20 and the radiator C1, and is provided with a temperature sensor T2. When the coolant pump C2 is driven, the coolant that has cooled the fuel cell 20 returns to the radiator C1.

  The converter cooling system DCCS includes a radiator C11, a coolant pump C12, a coolant forward path C13, and a coolant return path C14. The radiator C11 radiates and cools the cooling liquid for cooling the DC / DC converter 41. The coolant pump C12 is a pump for circulating the coolant between the DC / DC converter 41 and the radiator C11.

  The coolant forward path C13 is a channel connecting the radiator C11 and the DC / DC converter 41, and is provided with a temperature sensor T11 and a coolant pump C12. When the coolant pump C12 is driven, the coolant flows from the radiator C11 to the DC / DC converter 41 through the coolant forward path C13. The coolant return path C14 is a flow path connecting the DC / DC converter 41 and the radiator C11, and is provided with a temperature sensor T12. By driving the coolant pump C12, the coolant that has cooled the DC / DC converter 41 returns to the radiator C11.

  The control unit 50 is a computer system including a CPU, a ROM, a RAM, and an input / output interface, and controls each unit of the fuel cell system 1. For example, the control unit 50 starts the operation of the fuel cell system 1 when receiving the activation signal IG output from the ignition switch. Thereafter, the control unit 50 obtains the required power of the entire fuel cell system 1 based on the accelerator opening signal ACC output from the accelerator sensor, the vehicle speed signal VC output from the vehicle speed sensor, and the like.

  Then, the control unit 50 determines the distribution of the output power of each of the fuel cell 20 and the battery 44, and the oxidizing gas supply system ASS and the fuel gas supply system so that the power generation amount of the fuel cell 20 matches the target power. The FSS is controlled and the DC / DC converter 41 is controlled to control the operation point (output terminal voltage, output current) of the fuel cell 20.

  Further, the control unit 50 outputs the U-phase, V-phase, and W-phase AC voltage command values to the traction inverter 42 as switching commands, for example, so as to obtain a target torque according to the accelerator opening, The output torque and the rotation speed of the traction motor 43 are controlled. Further, the control unit 50 controls the fuel cell cooling system FCCS and the converter cooling system DCCS so that the fuel cell 20 and the DC / DC converter 41 are maintained at appropriate temperatures.

Next, an in-vehicle layout of the fuel cell system 1 according to the present embodiment will be described with reference to FIGS. 2 and 3.
A traction inverter 42, a traction motor 43, and a control unit 50 are disposed in a compartment 100 formed in the front portion of the vehicle (fuel cell vehicle) V. In the compartment 100, although not shown in FIGS. 2 and 3, the air filter A1 and the air compressor A2, and the radiator C1 and the radiator C11 shown in FIG. 1 are also arranged.

  A DC / DC converter 41, an auxiliary device 45, and a fuel cell 20 are arranged in this order from the front side in the vehicle front-rear direction in the under floor behind the compartment 100, that is, in the under floor space 102 below the passenger compartment 101. The vertical and horizontal positions are generally aligned and arranged in series.

  The fuel cell 20 has one end plate (one end in the cell stacking direction) 20a in the stacking direction of the single cells facing the front of the vehicle, and the other end plate (the other end in the cell stacking direction) 20b facing the rear of the vehicle. Has been placed. In the fuel cell 20 of the present embodiment, all the connecting portions of the pipes to the fuel cell 20 are collected on the end plate 20a on the vehicle front side. The end plate 20a side is the total negative pole of the fuel cell 20, and the opposite end plate 20b side is the total positive pole.

  And the hydrogen supply source 30 is arrange | positioned in the vehicle rear position of the fuel cell 20, for example, the position of the trunk room 103 side from the back seat 110 under the back seat (refer FIG. 3).

  According to the first embodiment described above, the fuel cell 20 arranged under the floor of the vehicle, the DC / DC converter 41 also arranged under the floor, and the auxiliary machine 45 for the fuel cell 20 also arranged under the floor include: Since the DC / DC converter 41, the auxiliary machine 45, and the fuel cell 20 are arranged in series in this order from the front side in the vehicle front-rear direction, the DC / DC converter 41, the auxiliary machine 45, and the fuel cell 20 are arranged in the vehicle width direction and under the vehicle floor. It can be efficiently arranged in a narrow space in the vertical direction.

  Therefore, the fuel cell 20 and the DC / DC converter 41 can be mounted using the width between the side members under the floor. In addition, since the fuel cell 20 can be disposed on the rear side of the vehicle, it is possible to avoid restriction in the height direction of the foot cross member of the front seat (driver seat, passenger seat), and the height of the cell of the fuel cell 20 Can be secured.

  In order to verify the superior effect of the arrangement of the first embodiment, Example 1 in which the DC / DC converter 41, the auxiliary machine 45, and the fuel cell 20 are arranged in series in this order from the front side in the vehicle front-rear direction, and the vehicle front-rear direction. Comparative Example 1 in which the auxiliary machine 45, the fuel cell 20, and the DC / DC converter 41 are arranged in series from the front side, and the auxiliary machine 45, the DC / DC converter 41, and the fuel cell 20 are arranged in series from the front side in the vehicle front-rear direction. Comparative Example 2 was compared.

  The fuel cell 20 is the largest component in the fuel cell system 1, whereas the auxiliary machine 45 and the DC / DC converter 41 are relatively large components but smaller than the fuel cell 20. .

Example 1
First, the in-vehicle layout of Example 1 will be described with reference to FIG.
In FIG. 4, “FC” is the fuel cell 20, “FC air” is the oxidizing gas supply system ASS, “FC hydrogen” is the fuel gas supply system FSS, “FC cooling” is the fuel cell cooling system FCCS, and “high voltage” is High voltage wiring (main power line), “low voltage” is low voltage wiring (12V battery system), “auxiliary” is auxiliary 45, “FDC” is DC / DC converter 41, “FDC cooling” "Shows the converter cooling system DCCS (the same applies to FIGS. 5 to 7 described later).

  In FIG. 4, black circles indicate parts (system components) to which pipes and wires must be connected, and white circles indicate parts (system components) in which the pipes and wires must be crossed (described later). The same applies to FIGS.

<“FC Air” in the “FC” section>
The oxidizing gas flow path 11 for supplying the air introduced from the air filter A1 disposed in the compartment 100 to the fuel cell 20 is formed by a pipe having a larger diameter than the pipe of the fuel gas supply system FSS. This piping enters under the floor from the compartment 100, crosses the DC / DC converter 41 in the vehicle width direction (hereinafter sometimes simply referred to as “crossing”, etc.), the humidifier A21 and the shutoff valve A3 of the auxiliary machine 45. Then, the fuel cell 20 is connected.

  Further, the oxidizing off-gas passage 12 for leading the air off-gas discharged from the fuel cell 20 to the outside of the vehicle has a larger diameter than the piping of the fuel gas supply system FSS, like the piping of the oxidizing gas passage 11. It is formed by piping. This pipe extends from the fuel cell 20 under the floor and is connected to the shutoff valve A4, the pressure regulating valve A5 and the humidifier A21 of the auxiliary machine 45, and then extends behind the hydrogen supply source 30 across the fuel cell 20. And finally open outside the car.

<"FC hydrogen" in the "FC"item>
In order to supply the fuel cell 20 with hydrogen gas from a hydrogen supply source 30 disposed at the rear of the vehicle, the fuel gas flow path 31 is formed by a pipe having a smaller diameter than the pipe of the oxidizing gas supply system ASS. This pipe enters under the floor from the rear of the vehicle, crosses the fuel cell 20, connects to the regulator H <b> 2 and the injector H <b> 3 of the auxiliary machine 45, and then connects to the fuel cell 20.

  Further, the circulation flow path 32 for returning the hydrogen off-gas discharged from the fuel cell 20 to the fuel gas flow path 31 has a smaller diameter than the piping of the oxidizing gas supply system ASS, similar to the piping of the fuel gas flow path 31. It is formed by piping. This pipe extends from the fuel cell 20 under the floor, and is connected to the gas-liquid separator H11 and the exhaust / drain valve H12 of the auxiliary machine 45, and then connected to the oxidizing off-gas flow path 12.

<"FC cooling" in the "FC"item>
The coolant forward path C3 for introducing the coolant from the radiator C1 disposed in the compartment 100 into the fuel cell 20 by the coolant pump C2 is formed by a pipe having a larger diameter than the pipe of the fuel gas supply system FSS. ing. This pipe enters the floor from the compartment 100, crosses the DC / DC converter 41, connects to the temperature sensor T <b> 1 of the auxiliary machine 45, and then connects to the fuel cell 20.

  Further, the coolant return path C4 for introducing the coolant from the fuel cell 20 to the radiator C1 is formed by a pipe having a diameter larger than that of the fuel gas supply system FSS, similar to the pipe of the coolant forward path C3. ing. This pipe extends from the fuel cell 20 under the floor and is connected to the temperature sensor T2 of the auxiliary machine 45, and then enters the compartment 100 across the DC / DC converter 41 and is connected to the radiator C1.

<"High voltage" in the "FC"item>
The high voltage wiring (hereinafter referred to as FC system high voltage wiring) from the total negative pole on the end plate 20a side of the fuel cell 20 is an electric wire having a smaller diameter than the piping of the oxidizing gas supply system ASS and the fuel cell cooling system FCCS. This electric wire extends from the end plate 20 a of the fuel cell 20 under the floor, crosses the auxiliary machine 45, and is connected to the DC / DC converter 41.

  The FC high-voltage wiring from the total positive electrode on the end plate 20b side of the fuel cell 20 is similar to the FC high-voltage wiring from the total negative electrode from the piping of the oxidizing gas supply system ASS and the fuel cell cooling system FCCS. Is also a small diameter electric wire. This electric wire extends under the floor from the end plate 20 b of the fuel cell 20, crosses the fuel cell 20 and the auxiliary device 45, and is connected to the DC / DC converter 41.

<"Low voltage (CM)" in the "FC"item>
The low voltage wiring for measuring the cell voltage from the end plate 20a side of the fuel cell 20 (hereinafter referred to as FC system low voltage wiring) is a group of wires having a smaller diameter than the piping of the oxidant gas supply system ASS and the fuel cell cooling system FCCS. is there. This group of wires enters the compartment 100 across the auxiliary machine 45 and the DC / DC converter 41 under the floor, and is connected to the control unit 50.

<"High voltage" in the "Auxiliary equipment"item>
The high voltage wiring (hereinafter referred to as “auxiliary system high voltage wiring”) from the traction inverter 42 disposed in the compartment 100 is a wire having a diameter larger than that of the FC high voltage wiring and the FC low voltage wiring. This electric wire enters under the floor from the compartment 100, crosses the DC / DC converter 41, and is connected to the circulation pump H13 of the auxiliary machine 45.

<"Low voltage" in "Auxiliary equipment">
The low voltage wiring (hereinafter referred to as “auxiliary system low voltage wiring”) from the control unit 50 disposed in the compartment 100 is similar to the above-described auxiliary system high voltage wiring, and includes the FC high voltage wiring and the FC low voltage wiring. It is an electric wire having a diameter larger than that of the electric wire. This electric wire enters the floor from the compartment 100, crosses the DC / DC converter 41, and is connected to valves and sensors of the auxiliary machine 45.

<"High voltage" in the "FDC"item>
The high voltage wiring (hereinafter referred to as FDC high voltage wiring) from the DC / DC converter 41 is an electric wire having a diameter larger than that of the FC high voltage wiring and the FC low voltage wiring. The electric wire enters the compartment 100 from under the floor and is connected to the traction motor 43 via the traction inverter 42.

<"Low voltage" in the item "FDC">
The low voltage wiring (hereinafter referred to as FDC system low voltage wiring) from the DC / DC converter 41 is a signal having a larger diameter than the FC system high voltage wiring and the FC system low voltage wiring as in the FDC system high voltage wiring. Is a line. This signal line enters the compartment 100 from under the floor and is connected to the control unit 50.

<"FDC cooling" in the item "FDC">
The coolant forward path C13 for supplying the coolant from the radiator C11 disposed in the compartment 100 to the DC / DC converter 41 by the coolant pump C12 is formed by a pipe having a smaller diameter than the pipe of the fuel cell cooling system FCCS. Has been. This piping enters under the floor from the compartment 100 and is connected to the DC / DC converter 41.

  Further, the coolant return path C14 for introducing the coolant from the DC / DC converter 41 to the radiator C11 is formed by a pipe having a smaller diameter than the pipe of the fuel cell cooling system FCCS, similarly to the coolant forward path C13. . This piping enters the compartment 100 from under the floor and is connected to the radiator C11.

  As described above, in the first embodiment, the connection relationship (routing) of the piping and wiring among the DC / DC converter 41, the auxiliary machine 45, and the fuel cell 20 is the same as that of the fuel cell 20 and the DC / DC converter 41. Other than what crosses only the wiring between, it is good without being redundant.

(Comparative Example 1)
Next, the in-vehicle layout of Comparative Example 1 will be described with reference to FIG.
<“FC Air” in the “FC” section>
The piping that forms the oxidizing gas flow path 11 for supplying the air introduced from the air filter A1 disposed in the compartment 100 to the fuel cell 20 enters the floor from the compartment 100, and shuts off the humidifier A21 of the auxiliary machine 45. After connecting to the valve A3, it is connected to the fuel cell 20.

  Further, the piping that forms the oxidizing offgas flow path 12 for leading the air offgas discharged from the fuel cell 20 to the outside of the vehicle extends from the fuel cell 20 under the floor, and the shutoff valve A4 of the auxiliary machine 45, pressure adjustment. After being connected to the valve A5 and the humidifier A21, the fuel cell 20 and the DC / DC converter 41 are traversed to extend rearward from the hydrogen supply source 30, and finally open to the outside of the vehicle.

<"FC hydrogen" in the "FC"item>
A pipe that forms a fuel gas flow path 31 for supplying hydrogen gas from a hydrogen supply source 30 disposed at the rear of the vehicle to the fuel cell 20 enters the floor from the rear of the vehicle, and is connected to the DC / DC converter 41 and the fuel cell 20. Is connected to the regulator H2 and the injector H3 of the auxiliary machine 45, and then connected to the fuel cell 20.

  A pipe forming a circulation channel 32 for returning the hydrogen off-gas discharged from the fuel cell 20 to the fuel gas channel 31 extends from the fuel cell 20 under the floor and is a gas-liquid separator H11 of the auxiliary machine 45. And after connecting to the exhaust drain valve H12, it connects to the oxidation off-gas flow path 12.

<"FC cooling" in the "FC"item>
A pipe that forms a coolant forward path C3 for introducing coolant from the radiator C1 disposed in the compartment 100 into the fuel cell 20 by the coolant pump C2 enters the floor from the compartment 100, and is a temperature sensor of the auxiliary machine 45. After connecting to T1, the fuel cell 20 is connected.

  Also, the piping forming the coolant return path C4 for introducing the coolant from the fuel cell 20 to the radiator C1 extends from the fuel cell 20 under the floor and is connected to the temperature sensor T2 of the auxiliary machine 45, and then the compartment. 100 is entered and connected to the radiator C1.

<"High voltage" in the "FC"item>
The FC high voltage wiring from the total negative pole on the end plate 20a side of the fuel cell 20 extends from the end plate 20a of the fuel cell 20 under the floor, crosses the fuel cell 20 and is connected to the DC / DC converter 41. ing.
FC high-voltage wiring from the total positive pole on the end plate 20b side of the fuel cell 20 extends from the end plate 20b of the fuel cell 20 and is connected to the DC / DC converter 41 under the floor.

<"Low voltage (CM)" in the "FC"item>
The FC low voltage wiring for measuring the cell voltage from the end plate 20a side of the fuel cell 20 extends from the end plate 20a of the fuel cell 20 under the floor and crosses the auxiliary machine 45, and then enters the compartment 100 for control. Connected to the unit 50.

<"High voltage" in the "Auxiliary equipment"item>
The auxiliary system high voltage wiring from the traction inverter 42 arranged in the compartment 100 enters the floor under the compartment 100 and is connected to the circulation pump H13 of the auxiliary machine 45.

<"Low voltage" in "Auxiliary equipment">
The auxiliary system low voltage wiring from the control unit 50 arranged in the compartment 100 enters the floor from the compartment 100 and is connected to valves and sensors of the auxiliary machine 45.

<"High voltage" in the "FDC"item>
The FDC system high voltage wiring from the DC / DC converter 41 crosses the fuel cell 20 and the auxiliary machine 45 under the floor, enters the compartment 100, and is connected to the traction motor 43 via the traction inverter 42.

<"Low voltage" in the item "FDC">
The FDC system low voltage wiring from the DC / DC converter 41 crosses the fuel cell 20 and the auxiliary machine 45 under the floor, enters the compartment 100, and is connected to the control unit 50.

<"FDC cooling" in the item "FDC">
The piping that forms the coolant forward path C13 for supplying the coolant from the radiator C11 disposed in the compartment 100 to the DC / DC converter 41 by the coolant pump C12 enters the floor from the compartment 100, and the auxiliary machine 45 and After traversing the fuel cell 20, it is connected to the DC / DC converter 41.

  Further, the pipe forming the coolant return path C14 for introducing the coolant from the DC / DC converter 41 into the radiator C11 crosses the fuel cell 20 and the auxiliary machine 45 under the floor and then enters the compartment 100 to enter the radiator. Connected to C11.

In this comparative example 1, the arrangement between the auxiliary machine 45, the fuel cell 20 and the DC / DC converter 41 is good without intermingling. Further, the fuel cell 20 and the DC / DC converter 41 can be mounted using the width between the side members under the floor.
However, since the fuel cell 20 cannot be arranged on the rear side of the vehicle, it is impossible to avoid the restriction in the height direction of the foot cross member of the front seat (driver seat, passenger seat), and the cell of the fuel cell 20 The height cannot be secured. The DC / DC converter 41 is disadvantageous in the height direction, and the wiring to the DC / DC converter 41 crosses many auxiliary machines 45 and the fuel cell 20.

(Comparative Example 2)
Next, the in-vehicle layout of Comparative Example 2 will be described with reference to FIG.
<“FC Air” in the “FC” section>
The piping that forms the oxidizing gas flow path 11 for supplying the air introduced from the air filter A1 disposed in the compartment 100 to the fuel cell 20 enters the floor from the compartment 100, and shuts off the humidifier A21 of the auxiliary machine 45. After being connected to the valve A3, it is connected to the fuel cell 20 across the DC / DC converter 41.

  Also, the piping that forms the oxidizing off-gas flow path 12 for leading the air off-gas discharged from the fuel cell 20 to the outside of the vehicle extends from the fuel cell 20 under the floor, crosses the DC / DC converter 41, and the auxiliary machine. After being connected to the shut-off valve A4, the pressure regulating valve A5 and the humidifier A21, it extends rearward from the hydrogen supply source 30 across the DC / DC converter 41 and the fuel cell 20, and finally opens outside the vehicle. Yes.

<"FC hydrogen" in the "FC"item>
A pipe that forms a fuel gas flow path 31 for supplying hydrogen gas from a hydrogen supply source 30 disposed at the rear of the vehicle to the fuel cell 20 enters under the floor from the rear of the vehicle, and the fuel cell 20 and the DC / DC converter 41. Is connected to the regulator H2 and the injector H3 of the auxiliary machine 45, and then connected to the fuel cell 20.

  Also, the piping that forms the circulation channel 32 for returning the hydrogen off-gas discharged from the fuel cell 20 to the fuel gas channel 31 extends from the fuel cell 20 under the floor, crosses the DC / DC converter 41, and is supplemented. After being connected to the gas-liquid separator H11 and the exhaust / drain valve H12 of the machine 45, it is connected to the oxidizing off-gas flow path 12.

<"FC cooling" in the "FC"item>
A pipe that forms a coolant forward path C3 for introducing coolant from the radiator C1 disposed in the compartment 100 into the fuel cell 20 by the coolant pump C2 enters the floor from the compartment 100, and is a temperature sensor of the auxiliary machine 45. After connecting to T1, it is connected to the fuel cell 20 across the DC / DC converter 41.

  Further, a pipe forming a coolant return path C4 for introducing coolant from the fuel cell 20 into the radiator C1 extends from the fuel cell 20 under the floor and crosses the DC / DC converter 41, and the temperature of the auxiliary machine 45 After connecting to the sensor T2, it enters the compartment 100 and is connected to the radiator C1.

<"High voltage" in the "FC"item>
FC high-voltage wiring from the total negative pole on the end plate 20a side of the fuel cell 20 extends from the end plate 20a of the fuel cell 20 and is connected to the DC / DC converter 41 under the floor.
Also, the FC high-voltage wiring from the total positive pole on the end plate 20b side of the fuel cell 20 extends from the end plate 20b of the fuel cell 20 under the floor and crosses the fuel cell 20 to the DC / DC converter 41. Connected.

<"Low voltage (CM)" in the "FC"item>
The FC system low voltage wiring for measuring the cell voltage from the end plate 20a side of the fuel cell 20 extends from the end plate 20a of the fuel cell 20 under the floor and crosses the DC / DC converter 41 and the auxiliary machine 45, and then the compartment. 100 is entered and connected to the control unit 50.

<"High voltage" in the "Auxiliary equipment"item>
The auxiliary system high voltage wiring from the traction inverter 42 arranged in the compartment 100 enters the floor under the compartment 100 and is connected to the circulation pump H13 of the auxiliary machine 45.

<"Low voltage" in "Auxiliary equipment">
The auxiliary system low voltage wiring from the control unit 50 arranged in the compartment 100 enters the floor from the compartment 100 and is connected to valves and sensors of the auxiliary machine 45.

<"High voltage" in the "FDC"item>
The FDC system high voltage wiring from the DC / DC converter 41 crosses the auxiliary machine 45 under the floor, enters the compartment 100, and is connected to the traction motor 43 via the traction inverter 42.

<"Low voltage" in the item "FDC">
The FDC low voltage wiring from the DC / DC converter 41 crosses the auxiliary machine 45 under the floor, enters the compartment 100, and is connected to the control unit 50.

<"FDC cooling" in the item "FDC">
The piping that forms the coolant forward path C13 for supplying the coolant from the radiator C11 disposed in the compartment 100 to the DC / DC converter 41 by the coolant pump C12 enters the floor from the compartment 100, and connects the accessory 45 to the floor. After traversing, it is connected to the DC / DC converter 41.

  Further, the pipe forming the coolant return path C14 for introducing the coolant from the DC / DC converter 41 into the radiator C11 crosses the auxiliary machine 45 under the floor, enters the compartment 100, and is connected to the radiator C11. ing.

  In Comparative Example 2, the fuel cell 20 and the DC / DC converter 41 can be mounted using the width between the side members under the floor. However, since the piping between the auxiliary machine 45 and the fuel cell 20 crosses the DC / DC converter 41 and the wiring between the DC / DC converter 41 and the compartment 100 crosses the auxiliary machine 45, the degree of crossing is large.

As described above, in the first comparative example, since the DC / DC converter 41 is arranged behind the fuel cell 20, the wiring and piping connecting the DC / DC converter 41 and the compartment 100 are the auxiliary machine 45 and the fuel cell. However, in the first embodiment, the DC / DC converter 41 is disposed on the front side of the auxiliary machine 45, and therefore the wiring and piping connecting the DC / DC converter 41 and the compartment 100 are connected to the auxiliary machine 45. And there is no need to cross the fuel cell 20.
Therefore, the fuel cell 20, the auxiliary machine 45, and the DC / DC converter 41 can be efficiently arranged in a narrow space in the vehicle width direction under the vehicle floor.

In the second comparative example, since the DC / DC converter 41 is disposed behind the auxiliary machine 45, the wiring and piping connecting the DC / DC converter 41 and the compartment 100 need to cross the auxiliary machine 45. On the other hand, in the first embodiment, since the DC / DC converter 41 is disposed on the front side of the auxiliary machine 45, it is not necessary for the wiring and piping connecting the DC / DC converter 41 and the compartment 100 to cross the auxiliary machine 45.
Therefore, the fuel cell 20, the auxiliary machine 45, and the DC / DC converter 41 can be efficiently arranged in a narrow space in the vehicle width direction under the vehicle floor.

  Next, a second embodiment of the fuel cell system according to the present invention will be described with a focus on differences from the first embodiment mainly with reference to FIG.

  In the second embodiment, a DC / DC converter 41, a fuel cell 20, and an auxiliary machine 45 are generally aligned in the order of the vertical and horizontal positions in this order from the front side in the vehicle front-rear direction. Arranged in series, a hydrogen supply source 30 is disposed behind the auxiliary machine 45 in the vehicle.

  In the second embodiment, one end plate of the fuel cell 20, that is, the end plate 20a on the compartment 100 side, is connected to the oxidizing gas flow path 11 of the oxidizing gas supply system ASS and the fuel cell cooling system FCCS. The other end plate of the fuel cell 20, that is, the end plate 20 b on the hydrogen supply source 30 side, is connected to the oxidizing off gas flow path 12 of the oxidizing gas supply system ASS and the fuel gas supply system FSS.

The oxidizing gas flow path 11, the coolant forward path C3, and the coolant return path C4 connected to the end plate 20a are configured as a group of piping groups 200. On the other hand, the regulator H2, the injector H3, the gas-liquid separator H11, the exhaust / drain valve H12, the circulation pump H13, and the piping and wiring connected thereto are configured as a single auxiliary machine 45.
For this reason, the auxiliary machine 45 and the piping group 200 of this embodiment are smaller system components than the auxiliary machine 45 of the first embodiment.

According to the second embodiment described above, the fuel cell 20 disposed under the floor of the vehicle, the DC / DC converter 41 disposed under the floor, and the auxiliary device 45 also disposed under the floor are arranged in the vehicle longitudinal direction. Since the DC / DC converter 41, the fuel cell 20, and the auxiliary machine 45 are arranged in series in this order from the front side, the connection relationship (routing) of piping and wiring among the converter, the auxiliary machine, and the fuel cell is as follows. As in the case of the first embodiment, a portion where only the wiring between the fuel cell and the converter crosses is generated, but the other portions are good without being redundant.
Therefore, the DC / DC converter 41, the fuel cell 20, and the auxiliary machine 45 can be efficiently arranged in a narrow space in the vehicle width direction under the vehicle floor.

  Further, since the size of the auxiliary machine 45 as a whole is reduced by the amount of the pipe group 200 separated from the auxiliary machine 45 as compared with the first embodiment, the route of the fuel gas supply system FSS is shortened and the piping arrangement is improved. To do. However, since the space of the auxiliary machine 45 and the space of the piping group 200 are separated, the lengths of the fuel cell 20 and the DC / DC converter 41 in the vehicle front-rear direction are compressed. One embodiment is more advantageous.

  In the second embodiment, since the DC / DC converter 41 is arranged on the front side of the fuel cell 20 and the auxiliary machine 45, the wiring and piping connecting the DC / DC converter 41 and the compartment 100 connect the auxiliary machine 45 and the fuel cell 20. No need to cross. Therefore, the fuel cell 20, the auxiliary machine 45, and the DC / DC converter 41 can be efficiently arranged in a narrow space in the vehicle width direction under the vehicle floor.

Hereinafter, although detailed explanation is omitted, in order to further clarify how the excellent effect by the configuration of the present invention can be obtained, other comparative examples will be briefly described.
First, in the parallel arrangement in which the auxiliary machine is arranged on one side of the fuel cell and the DC / DC converter is arranged on the other side, the electrical connection between the fuel cell and the DC / DC converter is easy to connect. There are many bends in the piping between the fuel cell and the auxiliary equipment, and the waste of the route increases. Moreover, it cannot be installed in a narrow space in the vehicle width direction.

  In a parallel arrangement in which an auxiliary machine is disposed on one side of the fuel cell and a DC / DC converter is disposed on the side opposite to the fuel cell of the auxiliary machine, the auxiliary machine is disposed between the fuel cell and the DC / DC converter. This leads to wasteful electrical connection, a lot of bending in the piping between the fuel cell and the auxiliary machine, and wasteful path. Moreover, it cannot be installed in a narrow space in the vehicle width direction.

  In a parallel arrangement in which a DC / DC converter is arranged on one side of the fuel cell and an auxiliary machine is arranged on the side opposite to the fuel cell of the DC / DC converter, a DC / DC is provided between the fuel cell and the auxiliary machine. Since the DC converter is installed, the distance becomes long and the number of useless paths increases. Moreover, it cannot be installed in a narrow space in the vehicle width direction.

  In addition, if a DC / DC converter is arranged in parallel on one side of the fuel cell and an auxiliary machine is arranged in series in front of the fuel cell in the vehicle, it is preferable that the piping does not go back and forth. However, it cannot be installed in a narrow space in the vehicle width direction.

  In addition, when a DC / DC converter is arranged in parallel on one side of the fuel cell and an auxiliary machine is arranged in series behind the vehicle of the fuel cell, the end plate for connecting the fuel cell pipe and the auxiliary machine are on the opposite side. Therefore, the piping arrangement becomes redundant. Moreover, it cannot be installed in a narrow space in the vehicle width direction.

  In addition, when an auxiliary machine is arranged in parallel on one side of the fuel cell, and a DC / DC converter is arranged in series behind the fuel cell, the wiring between the fuel cell and the DC / DC converter has few parts that cross each other. However, there are many bends in the piping between the fuel cell and the auxiliary machine, and the path is wasted. Moreover, it cannot be installed in a narrow space in the vehicle width direction.

  Also, if an auxiliary machine is arranged in parallel on one side of the fuel cell and a DC / DC converter is arranged in series in front of the fuel cell vehicle, the DC / DC converter is in the middle of the auxiliary machine arrangement, which is disadvantageous in the arrangement. Therefore, there are many bends in the piping between the fuel cell and the auxiliary machine, and the path is wasted. Moreover, it cannot be installed in a narrow space in the vehicle width direction.

  Further, when an auxiliary machine is arranged in series behind the fuel cell and a DC / DC converter is arranged in series in front of the fuel cell, the end plate for connecting the fuel cell pipe and the auxiliary machine are on the opposite side, The piping arrangement becomes redundant.

  In addition, when a DC / DC converter is arranged in series behind the fuel cell and an auxiliary machine is arranged in series behind the DC / DC converter, the end plate for connecting the fuel cell pipe and the auxiliary machine are on the opposite side. In addition, since the DC / DC converter is arranged between them, the piping arrangement becomes redundant.

  In addition, when an auxiliary device is arranged in series behind the fuel cell and a DC / DC converter is arranged in series behind the auxiliary vehicle, the end plate for connecting the fuel cell pipe and the auxiliary device are on the opposite side. For this reason, the piping arrangement becomes redundant.

1 Fuel Cell System 20 Fuel Cell 41 DC / DC Converter (Converter)
43 Traction motor 45 Auxiliary machine 50 Control unit 100 Compartment 101 Car compartment 102 Underfloor space A2 Air compressor C1, C11 Radiator V Vehicle (fuel cell vehicle)

Claims (4)

A fuel cell that receives supply of oxidizing gas and fuel gas and generates electricity through an electrochemical reaction;
Auxiliary equipment related to the operation of the fuel cell;
A converter for converting the power generated by the fuel cell;
Along the vehicle longitudinal direction, the fuel cell, the auxiliary machine and the converter are arranged in series, the auxiliary machine is arranged next to the fuel cell,
The fuel cell is formed by stacking a required number of single cells that receive an oxidant gas and a fuel gas to generate power by an electrochemical reaction, and the oxidant gas and the fuel gas are supplied and discharged at one end side in the cell stacking direction. And
A vehicular fuel cell system in which the converter, the auxiliary device, and the fuel cell are arranged in series in this order from the front side in the vehicle front-rear direction. A fuel cell that receives supply of oxidizing gas and fuel gas and generates electricity through an electrochemical reaction;
Auxiliary equipment related to the operation of the fuel cell;
A converter for converting the power generated by the fuel cell;
Along the vehicle longitudinal direction, the fuel cell, the auxiliary machine and the converter are arranged in series, the auxiliary machine is arranged next to the fuel cell,
The fuel cell is formed by stacking a required number of single cells that receive an oxidant gas and a fuel gas to generate power by an electrochemical reaction, and the oxidant gas is supplied and discharged at one end side in the cell stacking direction and the cell stacking direction and the like. Fuel gas is supplied and discharged on the end side,
A vehicular fuel cell system in which the converter, the fuel cell, and the auxiliary device are arranged in series in this order from the front side in the vehicle front-rear direction.   3. The vehicle fuel cell system according to claim 1, wherein the auxiliary machine includes a device related to fluid supply / discharge of the fuel cell, and piping or / and wiring connected to the device. 4. A fuel cell vehicle equipped with the vehicle fuel cell system according to any one of claims 1 to 3,
A compartment formed in the front part of the vehicle is electrically connected to the converter, the auxiliary device, a control unit for controlling the fuel cell, a radiator for cooling the fuel cell and the converter, and the converter. A traction motor for driving the vehicle, and an air compressor that pumps air as oxidizing gas to the fuel cell,
A fuel cell vehicle in which the converter, the auxiliary device, and the fuel cell are arranged in an underfloor space formed below a compartment behind the compartment.

Images